Thermally integrated compact aftertreatment system

ABSTRACT

A thermally integrated catalyst aftertreatment exhaust system includes a flow channel that directs diesel exhaust through a diesel oxidation catalyst unit that includes a diesel oxidation catalyst, by a doser that introduces DEF into the diesel exhaust, through a mixing chamber that includes a static metallic mixer coated with a DEF hydrolysis catalyst, and through an SCR unit that includes an SCR catalyst. The diesel oxidation catalyst converts a portion of diesel exhaust into water, carbon dioxide, or nitrogen dioxide. The DEF hydrolysis catalyst facilitates hydrolysis of the mixed DEF and diesel exhaust. The SCR catalyst facilitates reduction of NOx in the diesel exhaust. A first portion of the flow channel is in direct thermal contact with a second portion of the flow channel that houses the SCR unit such that heat from the diesel exhaust before the diesel exhaust reaches the doser is passed to the SCR unit.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No. 14/935,125, filed Nov. 6, 2015, which is related to U.S. patent application Ser. No. 14/935,048, filed Nov. 6, 2015; to U.S. patent application Ser. No. 14/935,199, filed Nov. 6, 2015; to U.S. patent application Ser. No. 14/934,955, filed Nov. 6, 2015; to U.S. patent application Ser. No. 14/935,094, filed Nov. 6, 2015; and to U.S. patent application Ser. No. 14/935,001, filed Nov. 6, 2015. All of the aforementioned applications are expressly incorporated herein by reference in their entirety.

BACKGROUND

Regulatory air pollution limits for diesel engines have caused some manufacturers to adopt engine aftertreatment systems (EASs) for treating diesel exhaust before it is released into the atmosphere. Various EAS functions include conversion of pollutant compounds in diesel exhaust into non-pollutant compounds and filtering of pollutant compounds from diesel exhaust.

Some EASs include selective catalytic reduction (SCR) technology for reducing nitrogen oxides (NOx) in diesel exhaust. The SCR process introduces a diesel exhaust fluid (DEF), such as an NOx reducing compound (e.g., a urea water solution), into the hot exhaust gas. The DEF chemically reduces pollutant compounds, such as NOx, into non-pollutant compounds in conjunction with a catalyst. Other EASs include diesel particulate filter (DPF) technology. The DPF filters soot from diesel exhaust, thereby reducing the amount of soot expelled from the vehicle. In some cases, the DPF also passively oxidizes diesel exhaust.

Some EASs have a combined SCR unit and DPF unit, sometimes referred to as an “SCRF.” The use of an SCRF in place of separate SCR and DPF units decreases cost while reducing size of the EAS. However, many EASs that include an SCRF unit also require an additional SCR unit or two to obtain the desired aftertreatment effect. The result of adding one or more additional SCR units is increased cost and overall size, as well as other disadvantages, such as increased pressure differential through the EAS and reduced fuel economy. A higher pressure differential through the EAS causes frequent active regenerations by control systems, which is undesirable for the stability of a catalyst in an SCR and can result in rapid hydrothermal catalytic aging.

With the combined efforts to decrease EAS size and increase EAS efficiency, an EAS is needed that permits the use of an SCRF without requiring the use of an additional SCR unit.

SUMMARY

This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This summary is not intended to identify key features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

In one embodiment, a thermally integrated catalyst aftertreatment (TICA) exhaust system includes a diesel oxidation catalyst unit, a doser, a mixing chamber, a selective catalytic reduction (SCR) unit, and a flow channel. The diesel oxidation catalyst unit includes a diesel oxidation catalyst configured to convert a portion of diesel exhaust into one or more of water, carbon dioxide, or nitrogen dioxide. The doser is configured to introduce diesel exhaust fluid (DEF) into the diesel exhaust. The mixing chamber is configured to permit mixing of the DEF with the diesel exhaust. The mixing chamber includes a static metallic mixer having a DEF hydrolysis catalyst coated thereon, wherein the DEF hydrolysis catalyst is configured to convert at least some of the DEF to NH₃. The SCR unit includes an SCR catalyst configured to facilitate reduction of nitrogen oxide (NOx) in the diesel exhaust with the NH₃. The flow channel is configured to direct flow of the diesel exhaust from the diesel oxidation catalyst unit, to the doser, to the mixing chamber, and to the SCR unit, where a first portion of the flow channel before the diesel exhaust reaches the doser is in direct thermal contact with a second portion of the flow channel that houses the SCR unit such that heat from the diesel exhaust before the diesel exhaust reaches the doser is passed to the SCR unit.

In one example, diesel exhaust reaches the first portion of the flow channel after passing through the diesel oxidation catalyst unit. In another example, the SCR unit is integrated with a diesel particulate filter (DPF), and the integrated SCR unit and DPF are configured to filter soot and passively oxidize the diesel exhaust simultaneously with NOx reduction. In another example, the SCR catalyst is a binary catalyst. In another example, system further includes a heating system configured to further heat the static mixer of the mixing chamber.

In another example, the system further includes a supplemental SCR catalyst unit including an ammonia selective catalyst (ASC), where the flow channel is configured to direct flow of the diesel exhaust from the SCR unit to the supplemental SCR catalyst unit. In another example, the system further includes a supplemental SCR catalyst unit including an ammonia selective catalyst (ASC), where the flow channel is configured to direct flow of the diesel exhaust from the mixing chamber to the supplemental SCR catalyst unit and then to the SCR unit. In another example, the doser is electro-activatable and electro-activation of the doser causes at least one of: reduction of droplet size of DEF introduced into the diesel exhaust, vaporization of the DEF to increase concentration of DEF droplets introduced into the diesel exhaust, formation of one or both of H₂ or NH₃ reductants during dosing of the diesel exhaust, increased uniformity of mixing of the DEF with the diesel exhaust, or increased DEF decomposition and reduced DEF deposit formation in the mixing chamber.

In another example, the first portion of the flow channel and the second portion of the flow channel are integrally formed together. In another example, the integrally formed first and second portions of the flow channel are located around a perimeter of the SCR unit such that the flow channel is configured to direct flow of the diesel exhaust around the perimeter of the SCR unit before flow of the diesel exhaust is directed to the doser. In another example, the mixing chamber comprises baffles configured to create a swirl flow pattern of the diesel exhaust before introduction of the DEF from the doser. In another example, the baffles are configured such that the diesel exhaust, after being mixed with DEF, continues in the swirl flow pattern into the static metallic mixer of the mixing chamber. In another example, at least a portion of the static metallic mixer of the mixing chamber is coated with the DEF hydrolysis catalyst, and the DEF hydrolysis catalyst coated on the metallic mixer is configured to facilitate hydrolysis of the mixed DEF and diesel exhaust according to the formula: H₂NCONH₂+H₂O→2NH₃+CO₂. In another example, the metallic mixer is configured such that electrical power supplied to the metallic mixer elevates or maintains a temperature of the DEF hydrolysis catalyst. In another example, the system further includes a control unit configured to control the electrical power supplied to the metallic mixer such that the temperature of the DEF hydrolysis catalyst is maintained independent of a temperature of the diesel exhaust.

In another example, the doser and the mixing chamber are configured such that the DEF is uniformly mixed in the diesel exhaust when the mixed DEF and diesel exhaust reach the SCR unit, and the SCR unit is configured to filter soot and passively oxidize the diesel exhaust simultaneously with NOx reduction. In another example, the SCR unit has a substrate with a porosity equal to or greater than about 65%, and the SCR catalyst is applied as a washcoat to an internal surface area of the substrate. In another example, the substrate comprises one or more of cordierite, silicon carbide, or aluminum titanate. In another example, the SCR unit has a substrate with a porosity equal to or greater than about 55%, and wherein the SCR catalyst is applied as a washcoat to an internal surface area of the substrate. In another example, the flow channel is further configured to direct flow of the diesel exhaust from the SCR unit to a tailpipe configured to expel the diesel exhaust.

In another embodiment, a method of treating diesel exhaust includes directing flow of diesel exhaust through a flow channel such that the diesel exhaust passes through a diesel oxidation catalyst unit, a doser, a mixing chamber, and a selective catalytic reduction (SCR) unit. The method further includes converting, by a diesel oxidation catalyst of the diesel oxidation catalyst unit, a portion of diesel exhaust into one or more of water or carbon dioxide, introducing, by the doser, a diesel exhaust fluid (DEF) into the diesel exhaust. The method further includes mixing, by a static metallic mixer in the mixing chamber, the DEF with the diesel exhaust, where the static metallic mixer has a DEF hydrolysis catalyst coated thereon and the DEF hydrolysis catalyst is configured to convert at least some of the DEF to NH₃. The method further includes facilitating, by an SCR catalyst of the SCR unit, reduction of nitrogen oxide (NOx) in the diesel exhaust with the NH₃. The diesel exhaust passes a first portion of the flow channel before the diesel exhaust reaches the doser, a second portion of the flow channel houses the SCR unit, and the first portion of the flow channel is in direct thermal contact with the second portion of the flow channel such that heat from the diesel exhaust before the diesel exhaust reaches the doser is passed to the SCR unit.

In one example, the first portion of the flow channel and the second portion of the flow channel are integrally formed together, and wherein the integrally formed first and second portions of the flow channel are located around a perimeter of the SCR unit such that the flow channel is configured to direct flow of the diesel exhaust around the perimeter of the SCR unit before flow of the diesel exhaust is directed to the doser.

DESCRIPTION OF THE DRAWINGS

The foregoing aspects and many of the attendant advantages of the disclosed subject matter will become more readily appreciated as the same become better understood by reference to the following detailed description, when taken in conjunction with the accompanying drawings, wherein:

FIG. 1A depicts an embodiment of a thermally integrated compact aftertreatment (TICA) exhaust system, in accordance with embodiments described herein;

FIG. 1B depicts a variation of the embodiment of the TICA exhaust system depicted in FIG. 1A;

FIG. 2 depicts diesel exhaust flow through the embodiment of the TICA exhaust system depicted in FIG. 1A;

FIG. 3 depicts a variation of the embodiment of the TICA exhaust systems described herein with a heat system configured to heat a metallic mixer in a mixing chamber of the TICA exhaust system;

FIG. 4 depicts another embodiment of a TICA exhaust system with a second SCR unit, in accordance with embodiments described herein;

FIG. 5 depicts diesel exhaust flow through the embodiment of the TICA exhaust system depicted in FIG. 4;

FIG. 6A depicts another embodiment of a TICA exhaust system arranged such that diesel exhaust passes around a portion of the flow channel housing the SCR unit before it passes to the doser, in accordance with embodiments described herein;

FIG. 6B depicts a variation of the embodiment of the TICA exhaust system depicted in FIG. 6A;

FIG. 7 depicts diesel exhaust flow through the embodiment of the TICA exhaust system depicted in FIG. 6A; and

FIG. 8 depicts an embodiment of a method of treating diesel exhaust using any of the embodiments of TICA exhaust systems described herein.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the disclosed subject matter and is not intended to represent the only embodiments. Each embodiment described in this disclosure is provided merely as an example or illustration and should not be construed as preferred or advantageous over other embodiments. The illustrative examples provided herein are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Similarly, any steps described herein may be interchangeable with other steps, or combinations of steps, in order to achieve the same or substantially similar result.

Embodiments of the present disclosure are directed to thermally integrated catalyst aftertreatment (TICA) diesel exhaust systems. One goal of an engine aftertreatment system (EAS) is to close couple the EAS for thermal management benefit. This goal can be accomplished while also making the EAS compact. Some associated problems are due primarily to performance and durability concerns when the EAS is exposed to potentially damaging extreme temperatures (repeatedly and/or for extended periods), as well as problems directly related to making the EAS smaller. One of the more challenging problems associated with compact EASs is an inherent inefficiency associated with diesel exhaust fluid (DEF) decomposition (e.g., urea decomposition) by conventional means, to produce NH₃ reductant that is needed for NOx emissions control.

To address these challenges, some attempts have been made to engage in a variety of activities that are invariably based on the concept of making minimal changes, while building on current technology. This measured evolutionary approach has enlisted a number of strategies, such as computational fluid dynamics (CFD) modeling to gain a predictive database from which innovation may flow, catalyst development of more thermally stable zeolites and other materials, combined DPF and SCR units to form SCRF devices, compact mixer designs for DEF decomposition, and control and on-board diagnostic (OBD) strategies to avoid fault codes that result from inadequacies of the system. However, with even more stringent emissions regulations anticipated in the near future, along with the omnipresent drive for improved fuel economy, new approaches for addressing these challenges are needed.

In one embodiment disclosed herein, a TICA exhaust system includes a flow channel that directs flow of the diesel exhaust from a diesel oxidation catalyst unit, to a doser that introduces diesel exhaust fluid (DEF) into the diesel exhaust, to a mixing chamber, and to a selective catalytic reduction (SCR) unit. A first portion of the flow channel before the diesel exhaust reaches the doser is in direct thermal contact with a second portion of the flow channel that houses the SCR unit such that heat from the diesel exhaust before the diesel exhaust reaches the doser is passed to the SCR unit. The first and second portions of the flow channel are in direct thermal contact if they are either integrally formed together or in direct physical contact with each other.

While urea may be a preferred DEF used in the automotive industry for reducing nitrogen oxides in diesel exhaust, the present disclosure is not limited to apparatus for use in injecting a urea solution. Other forms of DEF, such as nitrogen-oxides reductant solutions (e.g., ammonia), will benefit from injection using the provided examples of the diffusion apparatus. Furthermore, the provided examples are not limited to the injection of a nitrogen-oxides reductant solution, but are useful for providing passage between any liquid injector and a gaseous flow.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of exemplary embodiments of the present disclosure. It will be apparent to one skilled in the art, however, that many embodiments of the present disclosure may be practiced without some or all of the specific details. In some instances, well known aspects have not been described in detail in order to not unnecessarily obscure various aspects of the present disclosure. Further, it will be appreciated that embodiments of the present disclosure may employ any combination of features described herein.

FIG. 1A depicts an embodiment of a TICA exhaust system 100 usable in an EAS. The TICA exhaust system 100 includes a diesel oxidation catalyst unit 102, a doser 104, a mixing chamber 106 that includes a static metallic mixer 107, and a selective catalytic reduction (SCR) unit 108. The TICA exhaust system 100 also includes a flow channel 110 configured to direct flow of the diesel exhaust from the diesel oxidation catalyst unit 102, to the doser 104, to the mixing chamber 106, and to the SCR unit 108.

The diesel oxidation catalyst unit 102 includes a diesel oxidation catalyst configured to convert a portion of diesel exhaust into one or more of water or carbon dioxide. In some embodiments, the diesel oxidation catalyst is an oxidation catalyst that oxidizes diesel pollutants (e.g., carbon monoxide, gas phase hydrocarbons, organic fraction of diesel particulates) into products that are harmless or less harmful (e.g., water or carbon dioxide). In one example, hydrocarbons can be oxidized to form carbon dioxide and water vapor. In another example, carbon monoxide can be oxidized to form carbon dioxide.

The doser 104 is configured to introduce DEF into the diesel exhaust. The mixing chamber 106 is configured to permit mixing of the DEF with the diesel exhaust. In the embodiment shown, the mixing chamber 106 includes baffles 112 configured to create a swirl flow pattern of the diesel exhaust. In some embodiments, the baffles 112 are configured to create the swirl flow pattern of the diesel exhaust before introduction of the DEF from the doser 104. In some embodiments, the doser 104 and the mixing chamber 106 are configured such that DEF introduced by the doser 104 is uniformly mixed with the diesel exhaust before the mixed diesel exhaust and DEF enter the SCR unit 108.

In the embodiment shown in FIG. 1A, the mixing chamber 106 includes the static metallic mixer 107 to aid in the mixing of the DEF introduced by the doser 104 with the diesel exhaust. In some embodiments, the static metallic mixer 107 is a wire mesh static metallic mixer. In some examples, the wire mesh static metallic mixer has one or more of patterns, curves, bends, and/or any other feature that increases the likelihood that diesel exhaust mixing with the DEF. In some embodiments, the static metallic mixer 107 is a tortuous path static mixer. Other examples of mixing chambers are described, for example, in U.S. patent application Ser. No. 14/486,217, which is hereby incorporated by reference in its entirety.

In some embodiments, a DEF hydrolysis catalyst is coated on the static metallic mixer 107 (e.g., coated on the entire static metallic mixer 107 or coated on at least a portion of the static metallic mixer 107). The DEF hydrolysis catalyst is configured to rapidly and more completely decompose the DEF before the mixed DEF and diesel exhaust reach the SCR unit 108. In one example, the DEF hydrolysis catalyst is configured to convert at least some of the DEF to NH₃. In some embodiments, the coating is configured to minimize or eliminate HNCO or deposit formation in the mixing chamber 106 and the SCR unit 108. In one embodiment, at least a portion of the internal wall surfaces, up to the entire portion of the internal wall surfaces, of the mixing chamber 106 and connecting pipes can be coated with a DEF hydrolysis catalyst to enhance conversion of DEF to gaseous ammonia and to minimize DEF deposit formation.

In one embodiment, the DEF hydrolysis catalyst is an 8 mol % yttria-stabilized zirconia. The catalyst is formed into a washcoat formulation that comprises 3.0 g catalyst, 4.4 g polyethylene oxide binder, 0.5 g polyethylene oxide/polypropylene oxide surfactant, and 2.2 g water suspension medium. The washcoat formulation is stirred vigorously by hand, allowed to degas for 30 minutes, employed in dip coating pieces of wire mesh, and retrieved from a sample wire mesh mixer. The coated wire is air dried in a fume hood for 15 minutes, then transferred to an oven for drying and sintering of the catalyst particle to form a coherent coating, as follows: 15 minutes at 105° C. and 60 minutes at 500° C. Results from scanning electron microscope and energy-dispersive X-ray spectroscopy analysis of the resulting wash coat were analyzed to confirm the effectiveness of the washcoat application of portions of a wire mesh mixer. The same washcoat formulation was used to coat an alumina thermogravimetric analysis (TGA) pan. The catalyst-coated pan produced similar TGA results for DEF hydrolysis as using pristine catalyst powder added to 50% DEF solution in catalyst screening studies. Other examples of DEF hydrolysis catalysts are described, for example, in U.S. patent application Ser. No. 14/486,858, which is hereby incorporated by reference in its entirety.

The SCR unit 108 includes an SCR catalyst configured to facilitate hydrolysis of a portion of the thermolysis decomposition product from DEF. In some embodiments, chemical processes that occur during the DEF atomization and SCR process include:

H2O evaporation . . . (endothermic)  (1)

DEF→NH3+HNCO . . . (endothermic)  (2)

HNCO+H2O→NH3+CO2 . . . (hydrolysis)  (3)

Both reactions (1) and (2) are thermal processes and, as such, they are directly dependent upon engine exhaust flow conditions. However, at or above 300° C., these reactions typically proceed rapidly. Reaction (3) is a limiting step, as it proceeds slowly in the gas phase and requires contact with a catalyst surface to achieve reasonable reaction rates. An SCR catalyst can serve this purpose under these circumstances. This is one reason for inclusion of metal oxides of titanium, tungsten and zirconium in SCR catalyst formulations. The SCR catalyst can play a crucial role in hydrolyzing HNCO and providing more NH₃ for the SCR reaction to proceed. Also, HNCO hydrolysis helps to prevent significant localized accumulation of HNCO that may result in deposit formation. The primary function of the SCR is NOx reduction reaction. Any hydrolysis of DEF or DEF byproduct carried out by the SCR is undesirable and only necessitated by a failure to obtain rapid and more complete decomposition and mixing of DEF. SCR catalyst size can be reduced significantly if a method can be found to efficiently perform reaction (3) and/or directly hydrolyze DEF, such as urea, as shown in reaction (4):

H₂NCONH₂+H₂O→2NH₃+CO₂ . . . (urea hydrolysis)  (4)

When atomized DEF solution comes into contact with surfaces (i.e., impinges on the surfaces) due to mal-distribution of DEF, the spray will have a cooling effect. With lower temperatures, the rate of the thermally driven reactions (1) and (2) are negatively impacted. Ultimately, this can lead to deposit formation. This presents a major challenge for achieving efficient mixing in compact EAS. Impingement is directly linked with both DEF deposit formation and mal-distribution of flow and NH₃ uniformity. Static mixers are routinely used in EASs to achieve mixing of atomized DEF solution droplets and engine exhaust. Despite the common occurrence of DEF deposits at or in the vicinity of the mixer, and even a foot or more downstream of the mixer, the EAS can be operated to meet emission standards.

The SCR unit 108 (and any other SCR unit described herein) can be coated with an SCR catalyst. In one embodiment, the SCR catalyst is configured to facilitate reduction of nitrogen oxide (NOx) in the diesel exhaust with the NH₃. In some embodiments, the SCR unit 108 is integrated with a diesel particulate filter (DPF) unit to form an SCRF unit. In general, a DPF is a device designed to remove diesel particulate matter or soot from the diesel exhaust. In some embodiments, the SCRF unit (i.e., the integrated SCR unit 108 and DPF) is configured to filter soot and passively oxidize the diesel exhaust simultaneously with NOx reduction.

The flow channel 110 includes an inlet 114 and an outlet 116. In some embodiments, the TICA exhaust system 100 is placed on a vehicle such that diesel exhaust from the engine enters the TICA exhaust system 100 through the inlet 114 and exits the TICA exhaust system 100 toward a tail pipe of the vehicle. The flow channel 110 directs flow of the diesel exhaust from the inlet 114 to the diesel oxidation catalyst unit 102, to the doser 104, to the mixing chamber 106, to the SCR unit 108, and out of the outlet 116.

A first portion of the flow channel 110 a is in direct thermal contact with a second portion of the flow channel 110 b. The first portion of the flow channel 110 a is located such that diesel exhaust flowing from the inlet 114 to the outlet 116 passes by the first portion of the flow channel 110 a before the diesel exhaust reaches the doser 104. The second portion of the flow channel 110 b houses the SCR unit 108. The first portion of the flow channel 110 a is in direct thermal contact with the second portion of the flow channel 110 b and they are in direct physical contact with each other. Thus, before the diesel exhaust reaches the doser 104, heat from the diesel exhaust is passed to the SCR unit 108 via the first portion of the flow channel 110 a and the second portion of the flow channel 110 b.

A variation of the TICA exhaust system 100 without the static metallic mixer 107 is depicted in FIG. 1B. In this embodiment, the DEF reduction and possible mixing of the DEF and diesel exhaust may occur in the SCR unit 108. However, such an arrangement may not be ideal because the absence of the static metallic mixer 107 may slow the decomposition rate of DEF in the mixing chamber 106, thus leading to accumulation of HNCO that may result in deposit formation in the mixing chamber 106 or the SCR unit 108.

An example of diesel exhaust flow through the flow channel 110 of the TICA exhaust system 100 depicted in FIG. 1A is shown in FIG. 2. Portions of the flow of diesel exhaust flowing through the flow channel 110 are labeled as diesel exhaust 120 a-f; however, it should be understood that diesel exhaust 120 a-f portions are representative of a continuous flow and are not discrete pockets of diesel exhaust. The diesel exhaust 120 a enters the inlet 114 of the TICA exhaust system 100. In some embodiments, the diesel exhaust 120 a enters the inlet 114 from an engine of a vehicle or from another EAS between the engine and the TICA exhaust system 100.

The diesel exhaust 120 b passes through the diesel oxidation catalyst unit 102. Heat from the diesel exhaust 120 b passes to the first portion of the flow channel 110 a before, during, or after the diesel exhaust 120 b passes through the diesel oxidation catalyst unit 102. The first portion of the flow channel 110 a is in direct thermal contact with the second portion of the flow channel 110 b. The direct thermal contact enables heat passed from the diesel exhaust 120 b to the first portion of the flow channel 110 a to pass to the second portion of the flow channel 110 b and to the SCR unit 108. In this way, heat from the diesel exhaust 120 b is used to directly heat the SCR catalyst and the parts associated with the in the SCR unit 108 before the diesel exhaust 120 b reaches the doser 104. This also cools the diesel exhaust 120 b somewhat before the process of DEF dosing, mixing, and decomposition.

The diesel exhaust 120 c passes the doser 104 and DEF 122 is introduced into the diesel exhaust 120 c. In some embodiments, the doser 104 is an electro-activatable doser. In some embodiments, electro-activatable dosers are configured to cause at least one of: reduction of droplet size of DEF introduced into the diesel exhaust; vaporization of the DEF to increase concentration of DEF droplets introduced into the diesel exhaust; formation of one or both of H₂ or NH₃ reductants during dosing of the diesel exhaust; increased uniformity of mixing of the DEF with the diesel exhaust; or increased DEF decomposition and reduced DEF formation in the mixing chamber. Examples of electro-activatable dosers are discussed in U.S. patent application Ser. No. 14/935,094, the contents of which are hereby incorporated by reference in their entirety.

In one embodiment, the diesel exhaust 120 c passes through baffles 112 before the DEF 122 is introduced into the diesel exhaust 120 c. The baffles 112 are configured to create a swirl pattern to increase the efficiency of mixing of the DEF 122 with the diesel exhaust 120 c. Once DEF 122 is introduced, the diesel exhaust 120 d proceeds through the mixing chamber 106. The mixing chamber 106 is configured to permit mixing of the diesel exhaust 120 d with the DEF 122. In the embodiment depicted in FIG. 2, the mixing chamber 106 includes the static metallic mixer 107 having a DEF hydrolysis catalyst coated thereon. The DEF hydrolysis catalyst is configured to convert at least some of the DEF 122 to NH₃ before the flow of diesel exhaust 120 d and DEF 122 reaches the SCR unit 108. In some embodiments, the mixing chamber 106 includes wall texturing (e.g., dimples) or other features configured to create currents in the flow of diesel exhaust 120 d and DEF 122 that increase the uniformity of the mixture of the DEF 122 in the diesel exhaust 120 d.

The mixed diesel exhaust 120 e and DEF 122 passes through the SCR unit 108. The SCR unit 108 includes an SCR catalyst configured to facilitate reduction of NOx in the diesel exhaust with the NH₃. In some embodiments, the SCR catalyst is a binary catalyst. In some embodiments, the SCR catalyst is coated on the SCR unit 108 to achieve efficient reduction of NOx in the diesel exhaust with the NH₃ (see equation (4)). In some embodiments, the SCR unit 108 is integrated with a diesel particulate filter (DPF). In some embodiments, the combined SCR unit 108 and the DPF are configured to filter soot and passively oxidize the diesel exhaust simultaneously with nitrogen oxide (NOx) reduction. In some embodiments, the SCR unit has a substrate with a porosity equal to or greater than about 65% and the SCR catalyst is applied as a washcoat to an internal surface area of the substrate. In some embodiments, the SCR unit has a substrate with a porosity equal to or greater than about 55% and the SCR catalyst is applied as a washcoat to an internal surface area of the substrate. Porosity is about a particular percentage (e.g., 55%, 65%) if it is within 2% of the particular percentage (e.g., 55%±2%, 65%±2%). In one example, such a substrate includes one or more of cordierite or silicon carbide. After passing through the SCR unit 108, the diesel exhaust 120 f passes on to the outlet 116 of the TICA exhaust system 100.

In some embodiments, the heat transferred from the first portion of the flow channel 110 a to the second portion of the flow channel 110 b heats the SCR catalyst in the SCR unit 108 such that the SCR catalyst is heated before the mixed diesel exhaust 120 e and DEF 122 reaches the SCR catalyst. In other embodiments, as depicted in FIG. 3, the TICA exhaust system 100 includes a heat system 130 configured to heat the static metallic mixer 107. In some examples, the heat system 130 is an integral part of the TICA exhaust system 100, a removable part of the TICA exhaust system 100, a part of a vehicle on which the TICA exhaust system is installed, and the like. In some embodiments, the heat system 130 is an electrical heat system configured to supply electrical power to the static metallic mixer 107 to elevate or maintain a temperature of the DEF hydrolysis catalyst coated on the static metallic mixer 107.

In some embodiments, the TICA exhaust system 100 includes a control unit 132 configured to control the electrical power supplied to the static metallic mixer 107 such that the temperature of the DEF hydrolysis catalyst is maintained independent of any heat transferred from the first portion of the flow channel 110 a via the second portion of the flow channel 110 b to the SCR unit 108. In some examples, the heat system 130 includes the control unit 132 (as shown in FIG. 3). In other embodiments, the heat system 130 is included in the TICA exhaust system 100 separate from the heat system 130 or the heat system 130 is included in a vehicle on which the TICA exhaust system 100 is installed. Other examples of static metallic mixer heating systems are described, for example, in U.S. patent application Ser. No. 14/486,858 and U.S. patent application Ser. No. 14/486,217, which are hereby incorporated by reference in their entirety. Any of the static metallic mixer heating systems may be used with any of the other embodiments of TICA exhaust systems disclosed herein.

Another embodiment of a TICA exhaust system 200 is depicted in FIG. 4. The TICA exhaust system 200 includes a diesel oxidation catalyst unit 202, a doser 204, a mixing chamber 206 having a static metallic mixer 207, and an SCR unit 208. The diesel oxidation catalyst unit 202, the doser 204, the mixing chamber 206, the static metallic mixer 207, and the SCR unit 208 are similar to the diesel oxidation catalyst unit 102, the doser 104, the mixing chamber 106, the static metallic mixer 107, and the SCR unit 108 of the TICA exhaust system 100. The various embodiments and functions of the diesel oxidation catalyst unit 102, the doser 104, the mixing chamber 106, the static metallic mixer 107, and the SCR unit 108 of the TICA exhaust system 100 also apply to the diesel oxidation catalyst unit 202, the doser 204, the mixing chamber 206, the static metallic mixer 107, and the SCR unit 208.

The TICA exhaust system 200 also includes a flow channel 210 configured to direct flow of the diesel exhaust from the diesel oxidation catalyst unit 202 to the doser 204, to the mixing chamber 206, and to the SCR unit 208. A first portion of the flow channel 210 a is in direct thermal contact with a second portion of the flow channel 210 b. The first portion of the flow channel 210 a is located such that diesel exhaust flowing from an inlet 214 to an outlet 216 of the TICA exhaust system 200 passes by the first portion of the flow channel 210 a before the diesel exhaust reaches the doser 204. The second portion of the flow channel 210 b houses the SCR unit 208. The first portion of the flow channel 210 a is in direct thermal contact with the second portion of the flow channel 210 b because they are in direct physical contact with each other. Thus, before the diesel exhaust reaches the doser 204, heat from the diesel exhaust is passed to the SCR unit 208 via the first portion of the flow channel 210 a and the second portion of the flow channel 210 b.

The TICA exhaust system 200 also includes a supplemental SCR catalyst unit 218. The supplemental SCR catalyst unit 218 includes an ammonia selective catalyst (ASC). The inclusion of the supplemental SCR catalyst unit 218 may be helpful in circumstances where the SCR unit 208 alone is not sufficient to fully facilitate hydrolysis of the mixed DEF and diesel exhaust. In one example, the SCR unit 208 is an SCRF with an integrated DPF. In the embodiment shown in FIG. 4, the flow channel 210 is configured to direct flow of the diesel exhaust from the SCR unit 208 to the supplemental SCR catalyst unit 218. In another embodiment not shown, the supplemental SCR catalyst unit 218 is located before the SCR unit 208 such that the flow channel 210 is configured to direct flow of the diesel exhaust from the supplemental SCR catalyst unit 218 to the SCR unit 208.

An example of diesel exhaust flow through the flow channel 210 of the TICA exhaust system 200 is shown in FIG. 5. Portions of the flow of diesel exhaust flowing through the flow channel 210 are labeled as diesel exhaust 220 a-g; however, it should be understood that diesel exhaust 220 a-g portions are representative of a continuous flow and are not discrete pockets of diesel exhaust. The diesel exhaust 220 a enters the inlet 214 of the TICA exhaust system 200. In some embodiments, the diesel exhaust 220 a enters the inlet 214 from an engine of a vehicle or from another EAS between the engine and the TICA exhaust system 200.

The diesel exhaust 220 b passes through the diesel oxidation catalyst unit 202. Heat from the diesel exhaust 220 b passes to the first portion of the flow channel 210 a before, during, or after the diesel exhaust 220 b passes through the diesel oxidation catalyst unit 202. The first portion of the flow channel 210 a is in direct thermal contact with the second portion of the flow channel 210 b. The direct thermal contact enables heat passed from the diesel exhaust 220 b to the first portion of the flow channel 210 a to pass to the second portion of the flow channel 210 b and to the SCR unit 208. In this way, heat from the diesel exhaust 220 b is used to directly heat the SCR catalyst and the parts associated with the in the SCR unit 208 before the diesel exhaust 220 b reaches the doser 204. This also cools the diesel exhaust 220 b somewhat before the process of DEF dosing, mixing, and decomposition.

The diesel exhaust 220 c passes the doser 204 and DEF 222 is introduced into the diesel exhaust 220 c. In one embodiment, the diesel exhaust 220 c passes through baffles 212 before the DEF 222 is introduced into the diesel exhaust 220 c. Once DEF 222 is introduced, the diesel exhaust 220 d proceeds through the mixing chamber 206. The mixing chamber 206 is configured to permit mixing of the diesel exhaust 220 d with the DEF 222. In the embodiment depicted in FIG. 5, the mixing chamber 206 includes the static metallic mixer 207 having a DEF hydrolysis catalyst coated thereon. The DEF hydrolysis catalyst is configured to convert at least some of the DEF 222 to NH₃ before the flow of diesel exhaust 220 d and DEF 222 reaches the SCR unit 208. The mixed diesel exhaust 220 e and DEF 222 passes through the SCR unit 208. The SCR unit 208 includes an SCR catalyst configured to facilitate reduction of NOx in the diesel exhaust with the NH₃. The diesel exhaust 220 f passes through the supplemental SCR catalyst unit 218. The supplemental SCR catalyst unit 218 includes a catalyst (e.g., ASC) configured to further decompose any DEF mixed with the diesel exhaust 220 f. After passing through the supplemental SCR catalyst unit 218, the diesel exhaust 220 g passes on to the outlet 216 of the TICA exhaust system 200.

Another embodiment of a TICA exhaust system 300 is depicted in FIG. 6A. The TICA exhaust system 300 includes a diesel oxidation catalyst unit 302, a doser 304, a mixing chamber 306 that includes a static metallic mixer 307, and an SCR unit 308. The diesel oxidation catalyst unit 302, the doser 304, the mixing chamber 306, the static metallic mixer 307, and the SCR unit 308 are similar to the diesel oxidation catalyst unit 102, the doser 104, the mixing chamber 106, the static metallic mixer 107, and the SCR unit 108 of the TICA exhaust system 100. The various embodiments and functions of the diesel oxidation catalyst unit 102, the doser 104, the mixing chamber 106, the static metallic mixer 107, and the SCR unit 108 of the TICA exhaust system 100 also apply to the diesel oxidation catalyst unit 302, the doser 304, the mixing chamber 306, the static metallic mixer 307, and the SCR unit 308.

The TICA exhaust system 300 also includes a flow channel 310 configured to direct flow of the diesel exhaust from the diesel oxidation catalyst unit 302, to the doser 304, to the mixing chamber 306, and to the SCR unit 308. A first portion of the flow channel 310 a is in thermal contact with a second portion of the flow channel 310 b. The first portion of the flow channel 310 a is located such that diesel exhaust flowing from an inlet 314 to an outlet 316 of the TICA exhaust system 300 passes by the first portion of the flow channel 310 a before the diesel exhaust reaches the doser 304. The second portion of the flow channel 310 b houses the SCR unit 308. The first portion of the flow channel 310 a is in direct thermal contact with the second portion of the flow channel 310 b because they are integrally formed together. Thus, before the diesel exhaust reaches the doser 304, heat from the diesel exhaust is passed to the SCR unit 308 via the first portion of the flow channel 310 a and the second portion of the flow channel 310 b.

In the embodiment shown in FIG. 6A, the first portion of the flow channel 310 a and the second portion of the flow channel 310 b are integrally formed together. In some embodiments, including the embodiment shown in FIG. 6A, the integrally formed first portion of the flow channel 310 a and second portion of the flow channel 310 b are located around a perimeter of the SCR unit 308. This allows the flow channel 310 to direct flow of the diesel exhaust around the perimeter of the SCR unit before flow of the diesel exhaust is directed to the doser.

A variation of the TICA exhaust system 300 without the static metallic mixer 307 is depicted in FIG. 6B. In this embodiment, the DEF decomposition and possible mixing of the DEF and diesel exhaust may be substantially incomplete before entering the SCR unit 308. However, such an arrangement may not be ideal because the absence of the static metallic mixer 307 may slow the decomposition rate of DEF in the mixing chamber 306, thus leading to accumulation of HNCO that may result in deposit formation in the mixing chamber 306 or the SCR unit 308.

An example of diesel exhaust flow through the flow channel 310 of the TICA exhaust system 300 depicted in FIG. 6A is shown in FIG. 7. Portions of the flow of diesel exhaust flowing through the flow channel 310 are labeled as diesel exhaust 320 a-g; however, it should be understood that diesel exhaust 320 a-g portions are representative of a continuous flow and are not discrete pockets of diesel exhaust. The diesel exhaust 320 a enters the inlet 314 of the TICA exhaust system 300. In some embodiments, the diesel exhaust 320 a enters the inlet 314 from an engine of a vehicle or from another EAS between the engine and the TICA exhaust system 300.

The diesel exhaust 320 b passes through the diesel oxidation catalyst unit 302. The diesel exhaust 320 c then passes by the first portion of the flow channel 310 a, which is integrally formed with the second portion of the flow channel 310 b. In some embodiments, as shown in the embodiment in FIG. 7, the integrally formed first and second portions of the flow channel 310 a and 310 b are cylindrical in shape with the SCR unit 308 on the inside of the cylindrical shape and the diesel exhaust 320 c flowing around the outside of the cylindrical shape. Heat from the diesel exhaust 320 c passes to the first portion of the flow channel 310 a after the diesel exhaust 320 c passes through the diesel oxidation catalyst unit 302 and before the diesel exhaust 320 c reaches the doser 304. The first portion of the flow channel 310 a is in direct thermal contact with the second portion of the flow channel 310 b. The direct thermal contact enables heat passed from the diesel exhaust 320 c to the first portion of the flow channel 310 a to pass to the second portion of the flow channel 310 b and to the SCR unit 308. In this way, heat from the diesel exhaust 320 c is used to directly heat the SCR catalyst and the parts associated with the SCR unit 308 before the diesel exhaust 320 c reaches the doser 304. This also cools the diesel exhaust 320 c somewhat before the process of DEF dosing, mixing, and decomposition.

The diesel exhaust 320 d passes the doser 304 and DEF 322 is introduced into the diesel exhaust 320 d. In one embodiment, the diesel exhaust 320 d passes through baffles 312 before the DEF 322 is introduced into the diesel exhaust 320 d. Once DEF 322 is introduced, the diesel exhaust 320 e proceeds through the mixing chamber 306. The mixing chamber 306 is configured to permit mixing of the diesel exhaust 320 e with the DEF 322. In the embodiment depicted in FIG. 7, the mixing chamber 306 includes the static metallic mixer 307 having a DEF hydrolysis catalyst coated thereon. The DEF hydrolysis catalyst is configured to convert at least some of the DEF 322 to NH₃ before the flow of diesel exhaust 320 e and DEF 322 reaches the SCR unit 108. The mixed diesel exhaust 320 f and DEF 322 passes through the SCR unit 308. The SCR unit 308 includes an SCR catalyst configured to facilitate reduction of NOx in the diesel exhaust with the NH₃. After passing through the SCR unit 308, the diesel exhaust 320 g passes on to the outlet 316 of the TICA exhaust system 300.

One benefit of the embodiment of the TICA exhaust system 300 is that the overall shape of the TICA exhaust system 300 may permit use of the TICA exhaust system 300 in spaces where other EASs cannot be used. For example, the TICA exhaust system 300 is shorter than each of the TICA exhaust system 100 and the TICA exhaust system 200, thus allowing the TICA exhaust system 300 to be used in locations of vehicles that are not as long as would be required to fit the TICA exhaust system 100, the TICA exhaust system 200, or some other EAS.

Any of the embodiments of TICA exhaust systems disclosed herein are capable of being used to perform a method 400 depicted in FIG. 8. At block 402, flow of diesel exhaust is directed through a flow channel such that the diesel exhaust passes through a diesel oxidation catalyst unit, a doser, a mixing chamber, and a selective catalytic reduction (SCR) unit. At block 404, a portion of the diesel exhaust is converted by the diesel oxidation catalyst unit into one or more of water or carbon dioxide.

At block 406, the diesel exhaust is passed by a first portion of the flow channel before the diesel exhaust reaches the doser. A second portion of the flow channel houses the SCR unit and the first portion of the flow channel is in direct thermal contact with the second portion of the flow channel. In this way, heat from the diesel exhaust before the diesel exhaust reaches the doser is passed to the SCR unit. At block 408, DEF is introduced into the diesel exhaust by the doser. At block 410, the DEF is mixed with the diesel exhaust in the mixing chamber using a static metallic mixer coated with a DEF hydrolysis catalyst. In some embodiments, the DEF hydrolysis catalyst is configured to convert at least some of the DEF to NH₃. At block 412, reduction of NOx in the diesel exhaust is facilitated by an SCR catalyst the SCR unit using the NH₃ converted by the DEF hydrolysis catalyst.

The embodiments of TICA exhaust systems and attendant methods disclosed herein can provide a number of advantages over existing EAS technologies. More specifically, the TICA exhaust systems and attendant methods disclosed herein are capable of exhibiting improvements over existing EAS technologies in some or all of these areas: DEF decomposition, NH₃ uniformity, minimized DEF deposit formation, overall packaging (e.g., volume, weight), cost, thermal management of DEF and SCR catalyst, SC sensitivity to NO₂ and NOx, NH₃ oxidation (e.g., NO₂, N₂O), passive regeneration (affecting low temperature lightoff), and EAS back pressure (affecting fuel economy).

In one example of a potential benefit over the existing EAS technologies, the TICA exhaust systems are capable of operating efficiently at lower exhaust stream temperatures than existing EASs. This includes the ability to apply electrical heat to warm the SCR catalyst in addition to the heat being passed from undosed diesel exhaust. The SCR catalyst is capable of being coated onto a metallic impact mixer (e.g., wire mesh) mixer of an SCR unit to establish and maintain a desired operating temperature. By making the SCR catalyst the primary focus for thermal management, the TICA exhaust systems and attendant methods disclosed herein improve cold start, cold full throttle performance, and overall SCR performance.

In another example of a potential benefit over the existing EAS technologies, a size of a TICA exhaust system can be compact enough to meet a number of different design requirements. In another example, the TICA exhaust systems have limited standard variants of the resulting products of the diesel exhaust. In another example, the TICA exhaust systems are capable of using a urea hydrolysis catalyst for efficient urea decomposition. In another example, the TICA exhaust systems are capable of high efficiency mixing to produce high NH₃ uniformity index with diesel exhaust. In another example, a binary catalyst is capable of being used in an SCR unit and/or a combined SCR unit and DPF. In another example, highly efficient and durable SCR catalysts are capable of being used to treat diesel exhaust. In another example, the TICA exhaust systems can be provided with electro-activated DEF dosers to increase dispersion, evaporation, mixing, and/or decomposition. Any number of other benefits can be achieved using the TICA exhaust systems and attendant methods disclosed herein.

The principles, representative embodiments, and modes of operation of the present disclosure have been described in the foregoing description. However, aspects of the present disclosure which are intended to be protected are not to be construed as limited to the particular embodiments disclosed. Further, the embodiments described herein are to be regarded as illustrative rather than restrictive. It will be appreciated that variations and changes may be made by others, and equivalents employed, without departing from the spirit of the present disclosure. Accordingly, it is expressly intended that all such variations, changes, and equivalents fall within the spirit and scope of the present disclosure, as claimed. 

1. A thermally integrated catalyst aftertreatment (TICA) exhaust system, comprising: a diesel oxidation catalyst unit comprising a diesel oxidation catalyst configured to convert a portion of diesel exhaust into one or more of water, carbon dioxide, or nitrogen dioxide; a doser configured to introduce diesel exhaust fluid (DEF) into the diesel exhaust; a selective catalytic reduction (SCR) unit comprising an SCR catalyst configured to facilitate reduction of nitrogen oxide (NOx) in the diesel exhaust with the NH3; and a flow channel configured to direct flow of the diesel exhaust from the diesel oxidation catalyst unit, to the doser and to the SCR unit, wherein a first portion of the flow channel is in direct thermal contact with a second portion of the flow channel that houses the SCR unit such that heat from the diesel exhaust is passed to the SCR unit, wherein the first portion of the flow channel and the second portion of the flow channel are located around a perimeter of the SCR unit such that the flow channel is configured to direct flow of the diesel exhaust around the perimeter of the SCR unit.
 2. (canceled)
 3. The TICA exhaust system of claim 1, wherein the SCR unit is integrated with a diesel particulate filter (DPF), wherein the integrated SCR unit and DPF are configured to filter soot and passively oxidize the diesel exhaust simultaneously with NOx reduction.
 4. The TICA exhaust system of claim 1, wherein the SCR catalyst is a binary catalyst.
 5. (canceled)
 6. The TICA exhaust system of claim 1, further comprising: a supplemental SCR catalyst unit comprising an ammonia slip catalyst (ASC), wherein the flow channel is configured to direct flow of the diesel exhaust from the SCR unit to the supplemental SCR catalyst unit, wherein the ammonia slip catalyst (ASC) is configured to oxidize ammonia to nitrogen.
 7. The TICA exhaust system of claim 1, further comprising: a supplemental SCR catalyst unit comprising an ammonia slip catalyst (ASC), wherein the flow channel is configured to direct flow of the diesel exhaust from the doser to the supplemental SCR catalyst unit and then to the SCR unit, wherein the ammonia slip catalyst (ASC) is configured to oxidize ammonia to nitrogen.
 8. The TICA exhaust system of claim 1, wherein the doser is electro-activatable, wherein electro-activation of the doser causes at least one of: reduction of droplet size of DEF introduced into the diesel exhaust; vaporization of the DEF to increase concentration of DEF droplets introduced into the diesel exhaust; formation of one or both of H₂ or NH₃ reductants during dosing of the diesel exhaust; increased uniformity of mixing of the DEF with the diesel exhaust; or increased DEF decomposition and reduced DEF deposit formation in the mixing chamber. 9-12. (canceled)
 13. The TICA exhaust system of claim 1, wherein at least a portion of wall surfaces of the flow channel are coated with the DEF hydrolysis catalyst, and wherein the DEF hydrolysis catalyst coated on the wall surfaces is configured to facilitate hydrolysis of the mixed DEF and diesel exhaust according to the formula: H₂NCONH₂+H₂O→2NH₃+CO₂. 14-16. (canceled)
 17. The TICA exhaust system of claim 1, wherein the SCR unit has a substrate with a porosity equal to or greater than about 65%, and wherein the SCR catalyst is applied as a washcoat to an internal surface area of the substrate.
 18. The TICA exhaust system of claim 17, wherein the substrate comprises one or more of cordierite, silicon carbide, or aluminum titanate.
 19. The TICA exhaust system of claim 1, wherein the SCR unit has a substrate with a porosity equal to or greater than about 55%, and wherein the SCR catalyst is applied as a washcoat to an internal surface area of the substrate.
 20. The TICA exhaust system of claim 1, wherein the flow channel is further configured to direct flow of the diesel exhaust from the SCR unit to a tailpipe configured to expel the diesel exhaust. 21-22. (canceled)
 23. The TICA exhaust system of claim 1, comprising baffles in the flow channel.
 24. The TICA exhaust system of claim 23, wherein the flow channel is configured to mix the DEF in the diesel exhaust uniformly when the mixed DEF and diesel exhaust reach the SCR unit.
 25. The TICA exhaust system of claim 1, which does not have a static mixer.
 26. The TICA exhaust system of claim 1, wherein the first and second portions of the flow channel are cylindrical in shape with the SCR unit on the inside of the cylindrical shape.
 27. The TICA exhaust system of claim 26, wherein the diesel exhaust can flow around the outside of the cylindrical shape.
 28. The TICA exhaust system of claim 1, wherein the first and second portions of the flow channel are integrally formed together.
 29. The TICA exhaust system of claim 1, wherein the first and second portions of the flow channel are in direct physical contact with each other.
 30. The TICA exhaust system of claim 1, further comprising an SCRF unit configured to filter soot and passively oxidize the diesel exhaust simultaneously with NOx reduction.
 31. The TICA exhaust system of claim 1, configured to be close coupled to the engine and the doser is located after the diesel oxidation catalyst unit. 